Murray corrington



Patented Jan. 4, 1898.

(No Modvel.)

UNITED STATES PATENT EETCE.

FLUID-PRESSURE RAILWAY-BRAKE.

SPECIFICATION forming part of Letters Patent No. 596,574, dated January 4, 1898. Application filed July 30, 1894. Serial No. 519,044. (No model.)

.To @ZZ whom t may oon/cern,.-

Be it known that I, MURRAY CoRRINGroN, a citizen of the United States, residing in the city, county, and State of New York, have invented certain new and useful Improvements in Fluid-Pressure Railway-Brakes, of which the following is a specification.

My invention relates to a reconstruction and rearrangement of the brake-valve mechanism illustrated and described in Letters Patent issued to George Vestinghouse Jr., No. 235,922, dated December 28, 1880, whereby the same is made capable of performing the functions of a quick-acting triple valve, as I shall fully explain hereinbelow.

It will be understood that my present invention is for the express and only purpose of showing how elements of mechanism illustrated in Patent No. 235,922 may be so constructed, arranged, and operated that said mechanism will perform the same functions of a quickacting triple valve as the mechanism illustrated in Patent No. 376,837. It is with all persons engaged in the manufacture of valve mechanisms a common practice to insert a check-valve in a passage through which fluid passes whenever it is desired to prevent the backward flow of the fluid through said passage, and likewise to insert a'spring to normally close a valve controlling a passage through which fluid iiows. I therefore claim my said invention with or without inserting a check-valve in the passage from the train-pipe to the brake-cylinder, as herein illustrated, and with or without inserting a spring to cause the supplemental valve mechanism herein illustrated to normally close this passage; but it is more particularly to the rearrangement of the ports and passages, so that a new method of controlling the supplemental valve mechanism herein illustrated and described, whereby the same, in combination with a triple valve, is made to perform all the functions of a quick-acting triple valve, that I refer as a justification of my claims to invention.

In the accompanying drawings, which illustrate my invention, Figure lis a vertical longitudinal section th rough a valve mechanism illustrating my invention and is virtually a reproduction of Fig. l of said Letters Patent No. 235,922 and showing changes in ,construction which I propose to adopt. Fig. 2 is a similar section through a valve mechanism and illustrating a certain modification. Fig. 3 is a plan View of the main-valve seat, and a transparent view of the main-valve mechanism shown in Fig. 2; and Fig. 4 is a sectional View illustrating a slightly-modified construction of the valve mechanism governing the large passage from the train-pipe to the brake-cylinder.

My present invention relates to certain improvements in the construction and combination of appliances to be used in and as a part of iiuid-pressure brake apparatus for railway use, and while it is especially adapted for use in what is commonly known as automatic brake apparatus I also so construct it that it may be used in the quick-acting automatic system of construction and operation-*that is, where the fluid-pressure is conducted directly from the source or niagazine of power to the brake-cylinder whenever the brakes are to be appliedin emergencies and on the opening of a cock or valve by the engineer for that purpose. In the automatie system the fluid-pressure is commonly conducted from the main reservoir or source of power and stored in auxiliary reservoirs on the several cars, and a valve device shifted by variations in the air-pressure is arranged in connection with the apparatus in such manner as that on the accidental or intentional reduction of fluid-pressure in any of the conduit-pipes a port will be opened from each auxiliary reservoir to a brake-cylinder.

In the drawings, R represents the auxiliary reservoir. Holes are alsov made in the end walls of the reservoir R', and a pipe P extends through which to convey the fluid-pressure to the brake-cylinder. The outer end of the pipe leads to a valve-chamber V, and its use will presently be described. The outer end of the reservoir R has also a large open port R2, and over this port is secured the valve-case A of what is commonly termed in the Westinghouse brake system a triple valve. This device, in consequence of various improvements, has practically ceased to be a triple valve; but, as it is commonly known by that term, the name may for convenience be retained. This device has substantially the construction and operation described in United States patent, granted October I4, '1879, No. 220,556, as illustrated in Fig. 4 thereof, except that instead of having a side port and pipe connection leading to the auxiliary reservoir the open end of the valveecase is directly opposite to and opens into the port R2, so that this communication is always open; also, the valve-stem g, having no end socket in which to be guided, as in the patent above named, is guided by a Winged disk r', lthe wings of which play on the walls of the valve-chamberl32. The other parts of this triple-valve device, so far as they are like those in the patent above named, are similarly lettered, and by reference thereto their construction and operation lwill be readily understood. Other devices described in said Patent No. 220,556 and not here shown may be omitted or used, as preferred, so far as the same are suitable for use in this construction.

The cap A2 of the triple-valve case contains a chamber B, which opens into the pistonchamber BC The line of pipe through which fluid-pressure is transmitted for` the automatic operation of the apparatus is connected at P2. From this point a line of ports or passages l leads first into the chamber B. Through this line of ports fluidpressure is introduced and let off, so as to operate the triple valve, as described in said Patent No. 220,556. It will now be seen that this pipe connection opens into the valve-chamber V on one side and that the triple valve opens port 9 leads to the main-valve chamber B2,

and these devices are in the position shown in Fig. l, which is the position for the automatic action. The opposite or outer end of the valve device V has a cylindrical part o2, which when the valve is shifted outwardly fills the adjacent end of the bore of the chamber V3 (train-pipe) as soon as the port 9 is opened, and outside of this is a winged stem 03; but if it be desired to employ the automatic system of operation the reservoir R' is charged, (if not already charged,) and on the reduction of the pressure in the brake-pipe the triple valve is shifted so as to let the pressure pass from R through the port R2, shift the piston G and valve H, so as to uncover the port O, and thence through this latter port into the chamber V, pipe P', and brake-cylinder. As the port 9 is open, it acts to throw the valve device V outward and close the emergency-port, and it will be observed that this--thatvis,the upper-end of the valvest-em has a cylindrical part or piston v4. The Huid-pressure thus introduced passes by the pipe P to the brake-cylinder, and also does its work in the usual way. The brakes may be released in the manner described in said Patent No. 220,556.

The appara-tus thus described I propose to use either as automatic or as quick-acting, with a single line of pipe, or, what is still better, I propose to use either method of operation at pleasure or sometimes one and sometimes the other. For holding a long passenger or freight train in check on a long downgrade the automatic method of working is in some respectsv preferable, whereas for stopping purposes, particularly in an emergency, the quick-acting automatic is much the better. Hence on roads in hilly or mountainous regions it is well to' have both methods avail` able at the pleasure of the engineer, and in such use the apparatus should always be kept charged and in a usable condition, so that it may be used lor made available for an emergency stop or in case of accident, as well as for ordinary stops.

The above explanation relates to the operation of the triple valve for service applications, in regard to which it will be distinctly understood that I claim nothing` new. It will be observed that as air enters the valve mechanism through the opening P2 it will pass by the check-valve 15, which may be normally seated by the spring 16 and exert a pressure against the valve o2. This valve, however, will preferably be closed normally by the spring 17, made strong enough to hold the valve device V in the position shown in the drawings, at least until the triple valve has been forced into its normal position and uncovered the charging-port a. Air entering from the train-pipe in the usual way through the charging-port into the triple-valve chamber will pass thence through the passage 9 into the chamber V2 and against the hollow piston o o4, and thus assist in holding the valve device V in position, so that the valve U2 will close communication between the opening Pzrand the chamber V.

Suppose now that the brake system is charged with air at the normal running pressure, which we will assume is seventy pounds per square inch, and it is desired to set the brakes. If the brakes are to be set for a service application, an ordinary reduction of train-pipe pressure made in the usual manner will cause the triple valve to move backward or to the left until the port s registers with the port or passage @admitting air to the brake-cylinder from the auxiliary reservoir in the usual manner, as explained fully in Patents No. 235,922 or No. 220,556. If, however, the brakes are to be set for an emergency, a large port is open from the trainpipe in the usual manner, causing a sudden and considerable reduction in the train-pipe pressure of, say, twelve or fifteen pounds. Thiswill cause the triple-valve piston to move to the left through the entire range of its chamber and draw the main valve of the triple valve to such position that its cavity s shall connect the passage 9 with the exhaust-port E,

IOO

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thus allowing the air in the chamber V2 to escape to the atmosphere, when the pressure against the valve t2 of the valve device V will lift the same upward and flow from the trainpipe into the chamber V and thence by the pipe P to the brake-cylinder, causing not only an increased pressure in the brake-cylinder, but also a greatly-reduced pressure in the train-pipe at the valve mechanism thus operated. This reduction will make itself quickly felt at the adjacent cars of the train, causing a similar operation of their valve mechanisms, and thus the brakes may be set with maximum force and with practical simultaneousness throughout the entire length of the train. This complete retrograde traverse of the triple valve will cause at the same time the opening of the passage C from the reservoir, thus permitting a complete expansion of the air in the reservoir to the brakecylinder in the usual manner. The above explanations have been made more particularly with reference to Fig. l.

It is usual in quick-acting triple valves to insert in the valve-casing what is known in the art as a graduating stop, which is backed up by a graduating-spring, the functions of these two parts being to arrest the motion of the triple valve at the appropriate position for causing a service application, thereby preventing the occurrence of an emergency application when it is not desired. In Letters Patent No. 220,556 is explained how the triple valve may be caused to move to the appropriate position for a service application without the assistance of a graduating-stop and also how its movement may be assisted and insured by the aid of such a stop. graduating-stop l1S and graduating-spring 19. The manner of inserting these parts into the valve mechanism illustrated in Fig. 1 will readily occur to those who are skilled in the art. y

In Fig. 2 is illustrated a mechanism slightly modifying the construction of Fig. 1, the principal difference being that When the valve mechanism is operated for an emergency application the cavity sin the main slide-valve will connect the port or passage 9 with the passage E', which opens into the triple-valve chamber from the chamber V. It will be observed, therefore, that the air in the chamber t2 above the piston c4 will with this form of mechanism be exhausted to the brake-cylinder instead of to the atmosphere, asin Fig. l, and as the pressures between the trainpipe and brake-cylinder approach an equalization the air will pass from the chamber V through the passage E', thence by the mainvalve cavity s and the passage 9 into the chamber V2 and allow the spring 17 to move the valve device V downward and close communication between the train-pipe and the chamber V. With this form of construction the check-valve 15 and the spring 16 may be In Fig. 2 is illustrated the usual4 dispensed with. When the triple valve is forced back to its normal position to release the brakes, the cavity in the main valve being L-shaped will connect the' passage E with the exhaust-port E, thus allowing the escape of air from the brake-cylinder. The

arrangement of the ports and passages con-A trolled by the triple valve with the form of mechanism shown in Fig. 2 is bestillustrated in the plan view shown in Fig. 3, the cavity of the main valve and ports controlled thereby being shown in dotted lines.

In Fig. 4 is shown a slightly-modified form of constructing the supplemental valve device V' of Fig. 1 and manner of operating the same. In this figure it will be observed that the valve is made separate and distinct, so that it has a movement independent of the other portions of the Valve device V', and hence When the apparatus is operated for an emergency application, as above explained, the upper portions of the valve device V being held upward permanently by the pressure against the same the valve v2 may be moved down to its seat by the spring 16:L as quickly as the pressures have equalized between the train-pi pe and the brake-cylinder, thus causing the valve t2 to perform the function of the check-valve 15 in Fig. 1 as well as its ordinary function. With this modification the passage 9 is normally open to the triplevalve chamber, as in Fig. 1, and hence the part c4 is normally exposed to fluid-pressure.

It is to be understood that I do not claim either a chamber with passages leading to a train-pipe and to a brake-cylinder, respectively, or a valve device controlling communication between a brake-pipe and a brake cylinder which is opened by exhausting pressure from a piston through the movement of the triple valve. Such a general combination or construction Idisclaim. I only claim the construction of the device of Patent No. 235,922, substantially as described, so that the quickaction function will be added thereto.

Having thus described my invention, what I cla-im as new, and desire to secure by Letters Patent, is-

In combination with the triple valve of the automatic air-brake system, a supplemental chamber, V, having passages, l?2 and 1?', leading to the train-pipe and brake-cylinder, respectively, a passage leading from the trainpipe to the triple-valve-piston chamber, a passage, C, leading directly from the main slide-valve chamber of the triple valve to the brake-cylinder, the supplemental valve de` vice, V, including the hollow piston, fu, with a spring seated therein, normally closing communication between the train-pipe, P2, and the chamber, V, and having equal areas exposed above to auxiliary-reservoir pressure and below to train-pipe pressure, a passage,

9, normally open from the upper side of the piston, fu, to the auxiliary reservoir through a port located in position to be opened by the IOO full stroke of the mein slide-Valve for relees- 5 scribed my nalnethis 2ithday'ef July, A. D.

ing the pressure from the upper side of seid 1894. piston, v, and permitting the trein-pipe pressure to'openvthe valve device, V', and low MURRAY CORRINGTON' 5 to the brake-Cylinder, substantially as herein Witnesses:

described. RoBT. H. READ,

In testimony whereof I have hereunto sub- E. C. GRIGG. 

